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The Ferrari FXX Evolution is the ultimate track car. But the problem is Ferrari keeps them on the circuit, under lock and key. So even paying $2.5 million and joining this most exclusive club doesn’t mean you can take it home to impress your friends. Unless you take a base Enzo and build your own — like what Edo Karabegovic has done.

The Edo Competition Enzo XX Evolution waits inside his Ahlen, Germany, facility — the end result of months of work and glorious in the less familiar yellow finish. This is Canadian importer ZR Auto’s car, an Enzo taken to the absolute limit that should soon become the fastest roadgoing Ferrari in the world when it goes beyond 240 mph with the timing gear attached. Considering the speeds Edo himself says he has achieved on the Autobahn late at night, it could be even faster than that.

As Edo fires up the now 6.3-liter V-12 the explosion of noise is so utterly, ear-splittingly obscene that the police stop by to take a look and somewhere a kid starts to cry. And that’s at idle. When I roll on to the industrial estate’s outer road the car barks with every touch of the throttle and pulsates with racing tech and latent power. This is no longer an everyday supercar and I wouldn’t want to take it to the shops. This is a fine-tuned race car for occasional thrills.

I flatten the throttle for the few seconds it takes for the first straight to disappear, it is an epiphany. There is a jolt, a shimmy from the rear as the tires find traction on the cold, wet tarmac and then the car bolts forward like the lever in the rifle and just arrives at the braking zone. It demolishes straights with the same verve as the Bugatti Veyron and will rev all the way to a window smashing 9600 rpm — the same as the FXX.

The Edo Enzo XX comes with 840 hp and 575 lb-ft of torque to play with, mated to a new triple plate clutch that Edo designed and says can take full bore starts all day long.

It breaks 60 mph in 3.0 sec, 125 mph in 9 sec and 185 mph in 19 sec, on a dry day and an open road. Even here, in this windswept and wet corner of Germany, the sheer insanity of the acceleration leaves an indelible impression as cars and buildings turn into instant blurs with a squeeze of the right pedal. And Edo has a plan to break the record for the fastest roadgoing Ferrari ever with a run beyond 240 mph.

In addition to upping the displacement to 6.3-liters, Edo fitted new camshafts, new titanium valve spring retainers and connecting rods, modified cylinder heads, exhaust headers, high flow catalytic converters, mufflers and air filters to the engine’s supporting cast. The main trick here is the solid lifters that let Edo rev the engine to 9600 rpm — like the FXX.

A monstrous Capristo silencer box sits on the rear and it features butterfly valves that open to give the full bore noise effect. With a touch of a button on a keyfob the noise quiets just enough, although it’s still right on the limit of the law even in mute mode. Without the muffler, incidentally, Edo reckons the car is good for 860 hp and will match the FXX step-for-step.

Edo stripped some 200 lbs from the curb weight through the use of lightweight components and fitted the car with the same KW horizontal dampers that go on to the FIA GT MC12 Corsa. So the car can be as hard and as sharp as the most demanding driver could ever want, but thankfully it comes with Ferrari’s front-end hydraulic lifter system to get over those high curbs. With the nose airborne we roll into the broken, rutted-to-hell car parks of an old coal mine facility with almost no fear of scraping the expensive paint, which means it can handle anything the city streets could throw at it. But I wouldn’t want to drive it through the city — it lives for high-speed bends where the aerodynamics can go to work.

The new back end is an exact recreation of the FXX created from photos and measurements because of course you can’t just ring up and order one from Ferrari. There are no molds, it took three months to make and Edo swears he won’t make another. But then the extra downforce of the huge diffuser and small wings transform the car and plant the rear to the deck at outrageous speed.

There’s a custom set of SportMaxx tires on the car and Dunlop is working hard with Edo on a set of tires that will support the new top end speed in all conditions. It’s a big commitment, but Dunlop likes the idea of this roadgoing FXX and has thrown its support behind effort.

On the road the XX Evolution feels scalpel sharp, the steering is synapse direct, the suspension rock steady and the standard Ferrari ceramic brakes are more than enough to halt all 2800 lbs of pin sharp supercar. All we can do here is marvel at an apex predator on the public road and drink in the experience, but it feels confined by these limits. It’s like a Great White Shark swimming in a paddling pool.

It would take a track and no small shortage of nerve to find the limit of this machine, even when pressing on a public road it’s barely tickling the surface of its amplified skills. On the public road we can still appreciate the meticulous engineering, the outrageous noise and the omnipresent power and pent-up aggression that says this car is going to be the fastest Ferrari in the world before long.

Note to anyone tiring of their Enzo, there’s a man in Germany that can turn it in to an FXX you can take home and impress your friends with. And after driving the XX Evolution, we can assure you in no uncertain terms that they will indeed be impressed.

Torque

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